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Photographic 

Sciences 

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23  WEST  MAIN  STREET 

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CIHM/ICMH 

Microfiche 

Series. 


CIHM/iCIVIH 
Collection  de 
microfiches. 


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J 

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1IX 


aox 


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28X 


32X 


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empreinte. 

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cas:  le  symbols  -^  signlfie  "A  SUIVRE",  le 
symbols  V  signlfie  "FIN". 

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filmte  A  des  taux  de  reduction  diff«rents. 
Lorsque  le  document  est  trop  grand  pour  Atre 
reproduit  en  un  seul  clich«,  11  est  film«  A  partir 
de  I'angle  supArieur  gauche,  de  gauche  A  droite, 
et  de  haut  en  bas,  en  prenent  le  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  la  mAthode. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

REPORT 


or 


A   RECONNOISANCE 


ROUTE  FOR  A  RAILROAD 


FROM 


PORTLAND   TO   MONTREAL 


BY   JAMES   HALL,   Civil  Engineer. 


PORTLAND: 
PRINTED  BY  ORDER  OF  THE  CITY  COUNC! 

M.DCCC.XLir. 


I' 


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■„:  F- 


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REPORT 


To  the  Mayor  and  Aldermen  of  the  City  of  Portland. 

Gentlemen  :— Having  been  honored   by  you,  on  the 
21st  October  last,  with  the  appointment  to  make  a  recon- 
noisance  to  ascertain  the  practicability  of  a  railroad  route 
from  this  city  to  the  Canada  Line,  to  connect  with  a  route 
from  the  Boundary  to  Montreal  ;  in  which  project  our  cit- 
izens generally  have  expressed  such  a  lively  interest,  as 
promotive  of  the  permanent  prosperity  not  only  of  this 
city,  but  of  our  whole  State,  I  without  any  loss  of  time 
commenced  the   examination,  on  the  23d  of  the   same 
month.     The   season  had   already  too   far   advanced  to 
make  a  minute  examination  of  the  whole  distance,  before 
winter  should  set  in,  and  as  it  was  desirable  that  as  much 
information  as  possible  should  be  obtained  before  the  as- 
sembling of  the  Legislature,  that,  if  the  project  was  feasi- 
ble, a  charter  might  be  obtained,  and  other  preliminary 
steps  taken,  so  as  to  insure  the  earliest  possible  success  of 
the  enterprise,  in  accordance  with  your  suggestions,  and 
those  of  other  gentlemen  interested,  I  proceeded  at  once 
to  the  interior  to  examine  the  more  difficult  parts  of  the 
route,  through  the  forests,  among  the  highlands,  trusting 
to  the  general  information  I  had  already  acquired  of  the 
intermediate  distance  and  such  as  I  could  cursorily  obtain. 


REPORT, 


for  a  description  of  this  part  of  the  route.  With  this  plan 
ill  view,  I  proceeded  to  Andovcr — and  before  leaving  that 
place,  secured  the  services  of  John  M.  Wilson,  Esq.  of 
Township  No.  5,  Second  Range,  a  practical  Surveyor,  and 
best  acquainted  of  any  in  that  region,  with  the  route  from 
Anuover  to  Magalloway  river  and  the  lakes  to  the  boundary, 
which  your  instructions  indicated  as  the  one  to  which  my 
special  attention  should  be  first  directed.  The  other  route 
by  Dixville  Notch  to  Colebrook  and  Canaan,  and  thence 
to  Compton  and  Sherbrooke,  in  Canada,  I  left  for  examin- 
ation on  my  return.  As  the  result  has  proved  I  now 
regret  that  my  first  attention  had  not  been  given  to  this 
route,  that  I  might  have  had  more  time  to  devote  to  it. 

Soon  after  leaving  the  settlements  it  commenced  storm- 
ing ;  rains  and  snows  prevailing  for  most  of  the  time 
during  my  examination ;  and  in  passing  over  the  route 
from  Andover  to  the  head  waters  of  the  Magalloway,  and 
across  the  boundary  to  the  first  settlements  on  the  Canada 
side,  seventeen  days  were  diligently  spent  in  the  wilder- 
ness, with  the  snow  for  most  of  the  distance  fifteen  inches 
deep,  and  our  progress  along  the  streams,  obstructed  by  a 
low  growth  of  fir,  spruce,  and  cedar,  which  grows  very 
dense,  and  was  heavily  loaded  down  with  snow,  which 
added  much  to  the  difliculties  we  had  to  encounter ;  and 
all  combined,  prevented  me  from  obtaining  so  full  and 
satisfactory  a  view  of  the  surrounding  region  as  could 
have  been  desired. 

In  describing  the  country  traversed,  little  need  be  said, 
as  to  that  part  which  lies  between  this  ci*v  and  the  An- 
droscoggin River,  at  Rumford.  Beyond  that  point,  to  the 
North  and  West,  the  whole  region  presents  a  bold  and 


RE  POUT. 


5 


rugged  aspect.     Higli  mountaina  and  swelling  hills,  deep 
vallies,  lakes,  and  ponds,  with  livors  and  brooks  running 
in  every  direction,  as  they  wind  their  courses  to  their  out- 
lets, form  the  entire  face  of  the  country,  presenting  at  first 
sight  an  impassable  barrier  against   the   construction   of 
even  the  common  highway,  and  much  moro  so  to  that  of 
a  railroad  track.     The  whole  country  north  of  Andover, 
on  the  Magallov^ay  route  to  the  boundary,  is  yet  a  wilder- 
ness, and  no  settlements  are  found  after  passnig  the  boun- 
dary line,  within  thirty  miles  of  it,  on  the  Canada  side. 
On  the  Western  route,  on  the  contrary,  by  the  Dixville 
Notch,  scattered  settlomeuts,  and  a  travelled  road  near  the 
route,  are  to  be  found  for  most  of  the  distance  to  Cole- 
brook,  and  onward  to  the  Canada  line,  and  inhabitants  are 
constantly  settling  in  that  region,  and  opening  and  im- 
proving the  country. 

You  will  at  once  perceive,  from  the  foregoing  statement, 
that  the  short  space  of  time,  which  the  season  has  permit- 
ted me  to  devote  to  this  reconnoisancc,  and  the  many  dil- 
ficulties  I  have  had  to  encounter  from  the  inclemency  of 
the  weather,  must  necessarily  have  prevented  me  from 
making  such  a  thorough  examination,  as  could  be  entirely 
satisliictory  to  myself,  yet  I  have  spared  no  efforts  to  ac- 
complish all  that  circumstances  would  admit. 

One  route,  of  which  I  thought  very  favorably,  leaves 
Portland  in  the  direction  of  North  Yarmouth,  crosses  the 
outlet  of  Back  Cove,  near  Tukey's  Bridge,  on  a  pile 
bridge  about  half  a  mile  long  ;  thence  passes  over  a  neck 
of  land,  forming  Martin's  Point,  to  the  outlet  of  Presump- 
scot  River,  where  a  pile  bridge  will  be  required,  extendmg 
half  a  mile  in  length  ;  it  then  passes  over  favorable  ground 


=. 


0 


II  El' OUT. 


to  the  valley  of  Mill  or  Muscle  Brook,  and  up  that  valley 
to  Unxton's  Corner.  Or,  in  crossing  Prcsnmpscot  River, 
the  lino  may  be  carried  farther  west,  in  a  more  direct 
course,  by  making  a  pile  bridge,  a  distance  of  about  two 
miles,  and  then  entering  the  same  valley,  and  following  it 
as  l)efore  mentioned. 

From  Buxton's  Corner,  the  route  inclines  more  north- 
erly, over  favorable  ground,  passing  Avest  of  the  upper 
village  of  North  Yarmouth,  and  east  of  Walnut  Hill 
mcoting-housc,  to  the  valley  of  Royal's  River,  which  it 
folloAVS  up  to  a  summit  dividing  the  waters  of  that  river 
from  those  that  emjity  into  the  Little  Androscoggin.  It 
then  pursues  the  course  of  a  range  of  ponds,  over  favora- 
ble ground,  passing  near  Poland  Corner,  to  the  outlet  of 
the  Hogan  Ponds,  near  the  Little  Androscoggin.  It  then 
takes  the  valley  of  the  Little  Androscoggin,  and  follows  it 
almut  twenty-four  miles,  to  Bryant's  Pond,  near  Bacon's 
Hill  summit.  From  this  pond,  the  route  folloAVs  down 
the  valley  of  a  brook  to  Concord  River,  and  over  favorable 
grounds  bordering  this  river,  and  along  the  meadows  of 
the  Androscoggin,  to  Rumford  Point,  at  the  junction  of 
the  Androscoggin  and  Ellis  Rivers,  the  distance  is  about 
nine  miles.  A  bridge  about  450  feet  long  will  be  required 
to  cross  the  Androscoggin,  at  the  north  side  of  Ellis  River. 
The  route  then  follows  up  the  valley  of  Ellis  River,  cros- 
sing it  occasionally  to  shorten  the  distance,  or  to  avoid 
uneven  grounds,  to  Andovcr,  which  is  ten  miles  from 
Rumford. 

The  whole  distance  from  Portland  to  Andover,  is  com- 
puted at  seventy-two  miles,  and  the  most  of  this  distance 
may  be  considered  as  unusuallv  favorable  for  the  location 


REPORT.  ' 

of  a  railroad.  The  gradations  will  bo  easy,  exceptin-  at 
one  point,  namely,  at  Bacon's  Hill  summit,  where,  howev- 
er, the  rise  will  not  exceed  sixty  feet  per  mile,  and  that  for 
one  mile  only  ;  and  the  curves  will  in  no  place  be  less  than 
one  thousand  feet  radius,  and  generally  will  far  exceed 
that  length. 


f 


NORTHERN    ROUTE. 

From  Andover,  which  I  designated  at  the  commence- 
ment of  the  Northern  or  Magallowat  Route,  to  the 
outlet  of  Richardsons'  Lake,  called  the  Narrows,  I  was  not 
able  to  examine  personally,  owing  to  the  necessity  of  get- 
ting our  provisions  and  baggage  to  that  place  before  the 
waters  were  closed  with  ice,  but  I  gained  very  satisfactory 
information  in  regard  to  that  part  of  the  route,  from  men 
long  familiar  with  it.  And  this  distance  was  also  travers- 
ed by  Col.  Long,  in  his  reconnoisance  in  the  summer  of 
1835,  and  I  shall  adopt  his  description  of  it,  somewhat 

abridged. 

Leaving  Andover,  the  route  passes  up  along  the  main 
west  branch  of  Ellis  River,  crossing  two  of  its  tributaries, 
and  on  the  westerly  slopes  of  Boggy  Brook,  to  the  easterly 
slope  of  Round  Hill,  and  then  on  the  slope  of  this  hill, 
until  it  enters  the  valley  of  Black  Brook,  which  it  pursues 
quite  to  its  source,  in  the  vicinity  of  Lake  Wclakenneba- 
cook,  a  distance  of  ten  miles.  The  first  two  miles  of  this 
distance  are  over  uneven  ground,  requiring  much  cutting 
and  filling,  together  with  two  considerable  bridges,  the 
grades  rising  to  forty  or  fifty  feet  per  mile.     The  next  five 


8  KHl'ORT. 

miles  of  lliis  distance  nn-  ovor  rugged  and  steo]t  side  hills, 
rcf|iiiring  mnch  deep  cutting  Jind  heavy  side  walling,  the 
grades  being  not  less  thnu  sixty  feet  ])er  mile.  The  re- 
nin in  ing  three  miles,  to  the  Inke,  is  on  flat  swampy  land. 

The  ionl(!  then  traverses  tho  uortlicrly  shore  of  the  lake, 
cither  upon  fl  s  or  Ptee})  hill  sides,  to  the  outlet  of  Rich- 
ardson's Lake,  called  the  Narrows,  about  six  miles.  At 
this  ])oint,  my  route  leaves  Col.  Long's,  and  crossing  the 
TS'nrrows,  follo\rs  along  the  Westerly  shore  of  the  Lake  to 
its  northwestern  source,  about  seven  miles,  and  then  in- 
clines more  westerly  over  a  rise  of  land  connected  with 
the  east  side  of  Aziscooiw  Mountain,  to  the  Magalloway 
River,  about  three  miles.  The  route  then  follows  up  the 
MagalloAvay  to  its  source,  which  is  within  three-fourths  of 
a  mile  of  the  boundary  lino  on  the  Highlands,  a  distance 
of  thirty-five  miles. 

Fourteen  miles  up  this  river  is  Lake  Pamachena,  three 
miles  in  length  and  one  in  breadth,  and  through  which 
this  river  flows.  The  first  ten  miles  of  this  distance  of 
the  route,  must  follow  the  valley  of  this  river,  with  very 
slight  grades,  occasionally  crossing  the  river  by  bridges,  to 
shorten  the  distance  and  avoid  projecting  points  and  une- 
ven ground,  and  with  embankments  and  some  walling 
along  its  banks,  to  prevent  tho  overflowing  of  the  road  in 
freshets.  For  the  remaining  four  miles  it  must  follow 
along  the  slopes  of  the  hills,  to  overcome  the  rise  of  the 
Lake,  with  heavy  embankments  and  side  walling,  and 
rock  excavation.  The  grades  for  the  first  two  miles  will 
be  from  twenty-five  to  fifty  feet  per  mile,  and  the  last  two 
miles  at  sixty  feet  per  mile. 

From  the  outlet  of  Pamachena  Lake,  the  route  passes 


ui'.roirr. 


9 


on  the  rastorn  shore,  iiiul  coiitimios  up  the  stream  to  the 
Ea5;t  Branch  of  the  river,  a  distance  of  nine  miles;  thenco 
to  the  West  Branch,  five  miles,  over  uneven  ground;  and 
in  no  place  the  gradations  need  exceed  forty  feet  per  mile. 

From  the  outlet  of  the  West  Hranch,  the  route  passes 
up  the  valley  of  the  Middle  Branch  ;  the  first  three  miles 
re(iuiring  heavy  cmhankuKnits,  side  walling,  and  some  rock 
excavation ;  and  the  grades  must  he  about  ninety-three 
feet  per  mile.  Thence  succeeds  two  miles  of  level,  by  a 
range  of  ponds ;  thence  one  mile  with  a  rise  of  one  hun- 
dred feet,  which  may  be  overcome  by  a  grade  of  fifty  feet 
per  mile,  by  commencing  back  one  mile,  and  keeping  on 
the  slope  of  the  hills  adjoining  the  ponds,  from  this  to 
the  boundary  is  o)ie  mile  and  three-fourths.  A  part  of  the 
distance  embraces  the  shore  of  a  pond,  which  is  the  source 
of  the  Magallaway,  and  the  last  three-fourths  of  a  mile 
rises  one  hundred  and  thirty  fe(  I,  which  must  be  overcome 
by  kee])ing  along  the  slopes  of  the  liills,  and  dividing  the 
grade  ecpially  for  the  whole  distance  ;  which  will,  in  that 
case,  be  about  seventy-five  feet  per  mile. 

From  the  boundary,  the  route  passes  down  the  valley  of 
Salmon  River,  a  distance  of  forty  miles,  passing  Victoria 
to  the  river  St.  Francis,  and  thence  by  the  river  St.  Fran- 
cis to  Sherbrooke — distance  about  thirty-five  miles. 

WESTERN    ROUTE. 

From  Andover,  the  Western  Route  passes  up  the  val- 
ley of  Sawyer's  Brook  to  a  summit,  ten  miles,  dividing 
the  waters  of  this  stream  and  Dead  Cambridge  Stream, 
which  empties  into  Lake  Umbagog.     For  the  most  of  this 


B 


10 


u  s:  V  o  K  T 


distance  the  grades  will  vary  from  fifty  to  eighty  feet  per 
mile,  with  heavy  embar.kments,  side  walling  and  some 
rock'  excavations.  On  this  mnnmt,  a  deep  cut  will  bo 
necessary,  and  a  heavy  embankment,  and  side  walling,  for 
a  distance  of  a  nulc  from  it,  along  the  northerly  side  of  C 
Pond,  to  descend  to  the  ilats,  which  extend  along  Dead 
Cambridge  Stream,  -initc  to  the  lalce  shore,  distmice  seven 
miles;  and  passing  Now  Hampshire  lino  a  little  before 
reaching  the  Tiako. 

The  route  then  crosses  iho  Lake,  at  the  Narrows,  whore 
the  water  is  shoal  and  iavorablc  for  the  erection  of  a 
bridge,  which  will  be  half  a  mile  long. 

From  the  lake,  uie  route   passes  ovov  flat  land  along 
the  valley  of  the  Androscoggin,  and  crosses  it,  at  a  dis- 
tance of  about  three  and  a  half  miles,  where  a  bridge  of 
two  hundred  fe(^t  will  be  required  ;  thence  up  the  valley 
of   Clear   Stream,  nine    miles,   <iuitc    to    DixviUe   Notch. 
From  O  Poi.d   to  the  Notch,  distance    twenty-one  miles, 
the  ground  is  favorable,  and  in   no  place  the  s^-^^f^cs  will 
exceed  thirty  feet  jjer  mile,  with  gentle  curves.     At  Dix- 
viUe Notch  tlunv  is  a  rise  of  two  Imndied  feet  in  a  distance 
of  three-fourths  of  a  nnle.  on  the  easterly  side,  and  a  fall 
of  one  hundred  feet  in  a  distance  of  one-fourth  of  a  mile, 
descending  on  the  westerly  side  :  from  thence  the  fall  is 
one  hundred  and  fifty  feet,  in  a  distance  o(  one  and  a  half 
nules.  to  the  vallev  of  the  :dohawk  River,  which  the  route 
:    pursues  down-vard.  nine  and  a  lialf  miles,  to  the  Onnnivli- 
!    cut   River,  nt  (jolel^rov.k.  cT-sm-  it   im  (^annnn.  ^'l..   and 
\     followin-  up  I.ea-h  Sircpm  1^.  Ihr  .blll^   iiinvillel,  =>r   n.-nn- 
dar'-  !in(>  nf  Cnnada  :  distance-  from  Colchrook  nine  ;nid  a 
half  miles.     The  -nmnnt  at  rhxvilie  Notch  must  l.e  ])assud 


R  E  V  O  15  T , 


11      ' 


by  a  tunnol  fifteen  liuiidi-cd  feet  in  length,,  with  the  com- 
non  highway  directly  over  it,  and  the  dcsocnt  in  each 
direction  mnst  be  overcome  by  extending  heavy  embank- 
ments, and  side  walling,  to  the  Hats,  so  that  the  grades 
shall  not  exceed  eighty  or  ninety  feet  per  mile.  The  re- 
maining distance  to  the  boundary  is  favorable  for  the  con- 
strnctior  of  a  railroad. 

From  the  boundary  there  vnll  be  no  serious  difficulty  in 
passing  the  Kighlands  at  Hereford,  hi  Canada,  by  passing 
up  the  valley  of  Leach  Stream,  and  along  a  range  of 
ponds  on  neariy  (he  yanio  level,  the  waters  of  a  part  of 
which  fall  into  Leaeli  Stream,  vvaI  a  part  into  Mooes  Riv- 
er, which  runs  mto  the  St.  Francis,  in  a  very  direct  course 
to  Sherbrooke. 

It  is  supposed  that  a  route  may  be  found,  passing  up 
the  valley  of  the  West  P.ranch  of  Leach  Stream,  to  Wallis 
or  Bradford  Pond,  and  from  thence  to  the  Ooaticook  River 
down  to  the  St.  Francis.  That  part  of  the  route,  along 
the  CoaticooK'  River,  I  passed  over  on  my  return,  accom- 
panied by  P>f:n,tam.n  Pomuov,  Esq.  of  Compton,  and  other 
gentlemen  interested  in  the  enterprise,  and  I  found  no  se- 
rious obstacles  to  the  construction  of  a  railroad. 

A  route  has  been  spoken  favorably  of,  passing  north  of 
DixviUe  Notch,  following  up  the  North  Branch  of  Clear 
Streom,  and  thence  down  the  North  Branch  of  the  Mo- 
hawk, or  from  the  sunmiit  in  the  direction  of  Canaan. 
Another  route  has  been  suggested,  from  Norway  Village 
to  the  Androscoggin,  at  Bethel,  and  thence  up  Bear  River 
to  the  summit,  and  thence  down  Swift  Cambridge  Stream 
to  Lake  Umbagog,  where  it  would  intersect  the  line  I 
have  described  as  the  Western  Route. 


12 


RE  POUT, 


These,  however,  I  have  had  no  time  to  examine  ;  and 
should  the  enterprise  be  undertaken,  further  examinations 
AV.ll  of  course  he  made,  and  some  of  the  most  difficult 
points  on  each  route,  should  be  tested  with  instruments, 
previous  to  commencing  a  line  of  survey. 

Sufficient,  however,  has  been  accomplished  by  this  re- 
connoisance  to  satisfy  me  of  the  entire  feasibility  of  con- 
structing a  railroad  to  the  boundary,  and  thence  to  Mon- 
treal ;  and  that  with  less  difficulties  than  have  been  en- 
countered on  other  roads  in  our  country  of  equal  extent. 
And  I  do  not  hesitate  to  say,  according  to  my  judgment 
and  experience,  that  no  railroad  in  this  country  has  yet 
been  constructed,  of  a  length  equal  to  the  dist.mce  from 
Montreal  to  Portland,  where,  taking  one  part  of  the  route 
with  another,  the  laying  of  the  land  is  so  favorable,  the 
obstacles  and  difficulties  to  be  surmounted  are  so  few,  and 
so  easy  to  be  overcome,  and  the  facilities  and  means  of 
construction  so  cheap  and  near  at  hand,  as  is  the  case,  in 
these  respects,  of  the  route  for  a  railroad  from  Portland  to 
Montreal.     No  engineer  can  pass  over  the  distance  with- 
out being  struck  with  the  favorable  conformation  of  the 
face  of  the  earth,  and  courses  of  the  streams— with  the 
passes  among  and  through  hills,  and  across  mountain  ran- 
ges, which  nature  has  prepared  beforehand,  ready  for  the 
industry  and  enterprise  of  man  to  complete  the  work. 
Only  two  serious  obstacles  are  to  be  found  in  the  wliole 
distance.     These,  on  careful  examination,  will  prove  to  be 
less  serious  than  they  appear  and  would  bo  naturally  sup- 
posed.    The  rock,  for  instance,  in  the  Dixville  Notch,  is 
of  a  kind  easily  displaced  and  removed,  and  is  needed  for 


REPORT. 


13 


the  embankments  on  the  eastern  and  western  sides  of  the 

mountain  range. 

It  is  obvious  to  every  one  that,  other  things  being  equal, 
the  nearest  and  most  direct  route  between  the  two  termmi 
would  be  the  best.     From  want  of  the  necessary  mforma- 
tion,  to  be  derived  only  from  careful  exploration  by  prac- 
tical engineers,  it  is  impossible  to  determine  at  the  present 
time  which  route  would,  in  fact,  be  the  best.     Before  that 
quesnon  is  finally  settled,  it  would  be  good  economy,  as 
well  as  good  policy,  to  so  far  examine  each  and  eve-y 
practicable  route,  as  may  be  necessary  to  act  understand- 
inc^ly,  on  a  full  view  of  all  the  facts,  and  with  reference  to 
the  best  interest  of  the  country.     The  route  mentioned  by 
me  from  Portland  to  Andover,  and  thence  by  the  Western 
Route  to  Montreal,  extends  in  the  whole  a  distance  of 
some  three  or  four  miles  short  of  t^vo  hundred  and  fifty. 

I  cannot  conclude  this  Report,  without  expressing  the 
obligations  1  feel  myself  under  to  many  gentlemen  whom 
I  met  on  the  route,  who  expressed  a  deep  and  lively  inter- 
est in  the  contemplated  work,  and  who  voluntarily  aided 
and  assisted  me,  by  accompanying  me  in  many  cases,  and 
communicating   to  me   such  information  as   their   better 
knowledge  of  the  features  of  the  country,  in  their  imme- 
diate vicinity,  enabled  tlicui  to  furnish. 
I  am,  very  respectfully. 
Your  obedient  servant, 

JAMES    HALL,    Civ.  Eng. 

PouTLAND,  Dec.  2,  ISll. 


SUPPLEMENTAL    REPORT. 


To  the  Maijor  (tiul  Mdcrmen- 

Gentlemen— I  received,  on  the  4tli  inst.,  a  communica- 
tion from  the  Committee  of  Correspondence!,   rcincsting 
me,  in  a  Supplemental  Repoil  to  your  IJoard,  to  state  at 
what  sum  I  have  estimated  the  prohablc  exi.ensc  of  a  rail- 
road in  the  direction  suggested  by  me  in  my  Report,  from 
Portland  to  the  Canada  line,  near  Leach's  Stream,  taking 
every  thing  into  consideration,  and  placing  the  amount  at 
such  a  sum,  as,  from  my  knowledge  of  the  ground,  and  of 
the  obstacles  to  be  surmounted,  and  from  my  practical  ac- 
quaintance, I  judge  would  cover  the  whole  expenditure,  in- 
cluding the  right  of  way,  depots,  engines,  cars,  workshops 
and  other  usual  appendages  necessary  for  the  convenient 
operation  of  such  a  road.     They  also  rc<iuest  me  to  state 
my  views  in  regard  to  the  heavy  snows  in  the  region 
through  which  a  railrond  from  Montreal  to  Portland  must 
pass  r  and  whether  they  wo-dd  or  not  interpose  serious 
obstacles  to  the  regular  and  successful  operation  and  use 
of  such  a  road,  in  the  season  of  our  long  winters. 

With  respect  to  this  latter  subject  of  imiuiry,  I  made  it 
a  particular  ])oint  to  inform  myself  in  regard  to  it.  I  find 
that  falls  of  snow  are  freiiuent  in  tlial  region— that  the 
(piantity  of  snow  on  the  ,r<unid  in  the  winter  season 
varies  from  two  t.)  tlmM.^  feel   ni  depth;  but  very  seldom 


SUPPf.EMHNTAI.    IIEPOIIT. 


15 


equals  three  feet.     The  snows  arc  light  and  dry,  unac- 
companied by  rain,  or  sleet,  or  moisture.     It  is  the  damp, 
heavy  snows,  sleet,  and  frozen  rain,  which  create  so  much 
difficulty,  and  const-nite  so  serious  an  obstacle  to  the  ope- 
rations of  a  railroad.     A  light,  dry  snow,  of  any  depth 
that  is  known  to  fall  in  any  one  storm,  is  easily  removed 
by  the  snow-plough  now  in  use.     On  the  seaboard,  and 
further  south,  the  snow  and  olcet  hi  their  season  are  occa- 
sionally serious  obstacles  ;  but  the  further  you  go  north, 
and  the  further  vou  recede  from  the  sealiourd,  the  drier 
and  lighter  the  snow,  and  the  less  the  dinkulty  in  rcmov- 
in-v  It  from  the  track.     As  n   precaution,  however,  wher- 
ever there  arc  considerable  falls  of  snow,  the  road  bed 
should  be  elevated  more  than  where  the  falls  of  snow  arc 
inconsiderable.     This  precaution  I  consider  as  an  import- 
ant one,  in  two  points  of  view  :    1st,  it  renders  it  more 
easy  to  keep  the  track  clear  of  snow  ;  2d,  it  saves  a  good 
deal  of  expense  in  keeping  the  road  in  repair.     My  answer 
to  the  latter  enquiry  is,  thercf.n-c,  that  T  do  not  consider 
that  the  snow  would  interpose  a  serious  obstacle  to  the 
regular  and  succossful  operation  and  nse  of  a  railroad  to 
Montreal,  in  tlic  wiiUcr  season. 

ft  xvill  not.  of  coui-s.',  bo  expected  of  me  that  I  should 
1,,,,  a1>l.-  10  make  any  thini:'  like  a  raim/afioH  of  the  whole 
exp.md.tnre  necessary  lo  constru.'t  and  put  such  a  road  m 
successful  operation,  l)ased  npon  careful  surveys  and  actual 
admeasurements.  With  a  view,  however,  to  an  estimate 
or  the  expense,  I  made  such  observations  and  UKiuiries,  as 
I'passed  alon-j  over  the  .-.uUe,  as  circumstances  would  ad- 
mit. !>etvvo."U  till.  i>Uvv  and  Aiulover,  I  am  (juite  lamiliar 
with  the  ronte.      With  these  explanations  m  regard  to  the 


16  SUPPLEMENTAL   REPORT. 

means  I  have  had  of  forming  a  judgment,  I  submit  to  you 
the  following  estimate,  the  amount  of  which,  I  fully  be- 
lieve, will  be  found  to  cover  the  whole  expense  : 
For  grading  the  road,  bridges,  masonry  for  abutments, 
culverts  and  cattle  guards,  and  for  fencing,  &c.  &c. 

.     $896,000 

.  .    42,000 

.  .  100,000 

.  .  120,000 

.  .  100,000 

11,258,000 

For  railing,  including  superstructure  and  laying 

down  the  same,  124  mil.  •,  at  .'^8,500  per  mile,  1,054,000 

For  depots,  engines,  cars,  &c.  &c.  including 

.^        .                                             ...     188,000 
contingencies, J 

Total  amount, ^^500£00 

Respectfully,  your  obedient  servant, 

JAMJ^.S  HA.LL,  Civil  Engineer. 

Portland,  Dec.  7,  1841. 


For  112  miles,  at  .«5S,000  per  mile, 
u        3      "       "  14,000  "     " 
«        5      «       "  20,000  "     " 
u        4      u       n  30,000  "     " 
'<  Tunnel  at  Dixville  Notch, 


